Railway motor car



Aug. 12. 1924:

c. H. DE LA MoNTE RA ILWAY MOTOR CAR Filed Jan. 18, 1922 2 Sheets-Shut 1 Aug. 12, 1924. 1,504,327

C. H, DE LA MONTE RAILWAY MOTOR CAR `Filed Jan. 18, 2 shaun-sneu 2 ellenica Aug'. 12', 1924.

UNITEDr S'l'A'l'EEE PATENT 150114527 o FAI-i CE.

CABCIOl-JSH. Dl: MONTE, F NEWYOBX, N. Y., ASSIGNOB. T0 INTERNATINAL MOTOR COMPANY, 0f NEW YORK, N. Y., A COBPOBATION 0F DELAWARE.

Bmw-AY Hoeren. CAB.

eppunmou inea .iaauuy is, 1922. semi m. saunas.

To all whom it friay concern."

Beit known that I, AvCessions H.4 nn LA MONT;z acitizen ofthe United States, rei liding 1n the borough 4off Manhattan' 4of the city-f New York, in um sa@ ofNew york, have invented certainnei'vandV useful Improvements in lRailway Motor Cars, of v-. whichthe following is-'a specification, refervence being had to the accompanying drawin forming a' part hereof., 's invention relates generally to railwav cars pro lledby .internal-combustion .engines and` asfor its Alin'anufiwtu' andi operating.l advantages.

neral object to ,provide a cartwhich s ha" present certain More 4particu arly, the Vlinvention fseeks. to

provide an improved motor rail car` which f may be driven in either direction at variable and controllediby the 4operatorfrom either end. In meeting'such operating reuirements it is e manufacture44 of. .suchcar by having it conform in all possible'respects to accepted automotive practice.V Stille further object of the linvention is to' provide in such a car aplurality of self-contained power units, one or,more of which mav desired, and a plurality 'of control devices for each such unit and'is -transmission,

whrchcontrol devicesina'y "be 'operited si- .multaneousl from 'either endyof `the earor l independent y. AV further object of the in?, vention is to mount thebody of suchv a car for swiveling movement at a plurality of l points on the supporting frai'nsand, in the preferred embodiment; t'o `provide Vorfree swivelin of the bogy trucks at the ends of the car, independent ofits swiveling move:

ments `40, .The broader as Aappreciated more clearly when fconsid- .eredin connection with the more specific .objects which are addressed particularly to i. the embodiment shown in the accompanying drawings. These specific objects are Vto support the body ofa railway ca r on two motor truck chassis of conventional design which are placed end to4 end with respect I'o eachother and are supported on flanged wheels for o eration on a railroad track. I; 4Thecontiol e ements of the motors of mese two chassis and for. their transmissions may be interconnected at will, so that the oper-n- :fftion 'of one will effect simultaneously the corresponding' operation ofthe other. In

operated asl peers 0f the inventan .wing

Aalso proposed tol siniplify i tion of the this way it becomes ible for the car o be o rated successfulsin either direction and y a driver at either end since his movements of the controls' of one motor truck chassisvwill initiate corresponding actuation of 'the controls of the vother motor truck; chassis. On the other hand, when desired, one f the power lants and its transmission and itscontrolV e ements may be cut oli' so that the pro lling power of thecar 4will be derived rom one motor truck chassis alone. In the illustrated embodiment it is proposed that the dual control shall Ybe bron ht about through hydraulie'means,y but vit .wi l be obvious that other control of either a mechanical or electrical character may be l emlployed. notherfeatureof the illustrated, em-V bodiment consists inl the mounting of the body adjacent ite ends through.k1ng pins o'n tl`1e"dilerent'l truck chassis so that freeI turning 'movements between the two chassisV 'and the bodyare permitted. l This flexibility is carried further by `mounting 4the front ends 'of the' res ective chassis on bogy trucks which themse ves are lpermitted toI swivel with respect to the motor truck chassis. Other objectsand advantages ofthe invention will appear as thedescription proceeds. Reference is now to be had to' the accompanying drawings foren understanding of one embodiment thereof, wherein-v` Figure 1 is a view in side elevation of the improved rail car. y, l

Figure 2 is a view in plan thereof, the conventional parts o`f the motor truck chassis being indictedin dotted lines. Figure 3 is :L plan view of the chassis, the body being removed'and showingin diagrammatic form the piping system for interconnecti g the controlsy of the two power yunits through hydraulic devices which'mz'iy effectuate simultaneous andl corresponding, ,movements of theA two controls.,

Figure 4 is a detail view on a somewhat larger scale s owing the conventional relah draullc control system to 4the controlling elyenients.

Figure 5 is a view in si parts shown in Figure 4.

Figure 6 is a view of the overiiow cock and stand pipe;V v

In its broader aspects the invention is-not to be'limitedloany of the details of oonstruction or arrangement or matters of de 110 de elevation of the sign of the rail car and, body illustiated extend into a reverse transmission eet, herein. For that reason, most oftheparts indicated wnyentionally at and--thence have been shown somewhat conventionally through a change speed gear'set, indicated although'with suicient, detail to enable'one conventionally at b, to the `final drive for skilled inthe art to understand the principle the traction wheels b, indicated conventionon which the mode of operation .is'based ally at the housing b". It will be under'- The supporting frame for the car body stood that the reverse gear set b, when the is made up of two or more motor truck chaschassis is traveli in a direction which sis b,'c, only two such che: =is bein shown would ordinarily herein and Pthese chassis' being tisposed will not reverse the direction 'of rotation of end to end so that their -p'ower the propeller shaft beyond the rset. On indicated 'as under the boi;b the other hand when the chassls b is to be nets b', o', respectivel lwill be foun'd propelled n a. direction which vwould'/ ordiat the opposite ends of e car a so that 'the nanly lbe considered backwards, Vthe gear operator, dependint usually nponthe dir'esetlb.l may be thrown intorevers'e through tion of travel of e car, may be seated in a'shifter lever b and shifter rod 5*'.3 Since cabs b', c near the respective power plants the reversegear set b is designed to reverse i Yof! 'these bogy truc v Banged form, are merely refe b', c' and their respective controls (to be the direction of rotation of the final drive described), as will desirable'. Whatwould shaft it will be appreciated that the shift normali constitute the front end of the of the selective speed gears in the set b chassis will referablybe supported onia eil'ect the same number of speeds when the bogy truck, in icated generally at b, which gear set b causes reverse travel as when the is in swiveled connection with the-cha s chassis is being propelled forwards. Conframe b throughs, king pin b* and, similar trol of the selective speed in the eet what would normally be'therfront end of t e1 b1" is .eilectedt'throug a :1' y lever b" chassis c will he supported on a'. bogy tru k and shifter rod b. All of the thus c" through a king xn connection c. Both. far described are well known and ve herewill be su 'ported on o tofore been disposed in similar-relationshi l wheels b c", lres tive y, andthe tot-hat descxibed. Allofthe descri traction wheelsv ln', c' of t sis will alsobe flanged so as to'a 't of operplant b' are duplicated with respect. to the ation of the chassls on rails; 'The car body 4chassis o and its, power plant c and-need not a, which may -be of any, desired .form for bo'described'in detailexceptto point outthat passengers 'or freight, maybe connected for 'the final drive gears o lreverses the direc movement to the two chassis b, o tion of rotation 4of the traction vwheels d swivehn f throu h 'ng pins so that the chassis may from that which would normally be en eres 4ective chaswith reference to the chassis' and its power.

turn reely wlth to the body' a and with respect to one another as isdesirable-iu rail car practise.4 Transverse holsters, indi= .cated conventionally at a, ma' the respective chassis b, c and7 afford lateral1 sup rt for lthe car body. The opposite ends of e car a may' be curved, as indicated at a', `or otherwi'secut. away, to afford clearance' between-itr'and the adjacent cabs b, o'.

The transmission and control. lements for the supporting chassis vframes b, c andther interrelation whl control and o eration are efec will now' ,be described.

e inventionjs not tofbe limited to the transmission elements soit isunderstood that those illustrated, bein ,ofconventional completeness and by way of esempio; Since the conventional transmission elements are duplicated in thetwo chassis, it Vwill be, suflieient to describe briefly only thoseparts on instance, most of the transmission' elements for the truck chassis b are shown ift-some detail. The clutch for controlling delivery of power from the power plant is indicated conventionally at b'. Its rock shaft b' may be ciliated in the usual way through a foot pedal b. The propeller shaft b1 may be carried o`n i to for the sake ofpected,' so that with allof the units in corresponding relation on the chassis b and on the chassis c, the two chassis will be prolled in the sinne direction. This condition 1s accomplished conveniently by reversing the relation of the final drive gears, as heretofore indicated. Other ways of accomplish-A ing this ma of course, be practised.

If now t'e car a. were to'bel propelled by only one of the power plantsl b",c

usually depending upon the direction of travel of therar, 1t would be clear thatthe z operator might placeA himself in thew for wardcab and manipulate the control elements-for the forward motor, the motor at the rear end of the car being'inactive and its transmission gears in neutral, so

that its' traction wheels would roll freely; when the direction of travel, was to be reversed the operator 'might o into the other VcabV and reverse all of t e conditions of one of the chassis. In Figures 4 and 5, forfoperatiom However, it is one of the'irnportant objects of the invention 'to provide for a dual control of the two power plants b', c whereby Ythey may be employed simultaneously in propelling the car and simultaneous and corresponding actuation of .their control devices may be effected by an operatoratether endof the car. To this considered forwards, I'

asaltar? end, it is proposed :to interconnect operatively'the two clutches, the gear sets and, Q ifdesiredthe x'nightbe one Vin many wa sfbut the d.l embodiment shows hy raulic de- -vic'es which are thought to. be simple', Acoinjjpaot, andf'practicable. Thevclutch 'pedal b 'lactantes the rock shaft b' for throwing-the clutch and this 'rock shaft carries a depend- ,il-o, ,ing'sgmental ,rack b" which engges re' ci rooable plungerV d, thexopposite ends of w 'ch extend into hydraulic-c'ylindeis"d",`4

` d, :respectively These cylinders are connected through a pipin d* with Asimilar 1I hydraulic c li ders d', gon the chassis c. Its 'clutc'ligs at c is connected operatively in 'the same w'E to the hydraulic cylinders d, d. VThe/e ectv of this construction is that when the pi ing Pfand the c Iinders d', ridf; dfare led with a liqui actuation of either one of the clutch pedals-b',

' c', will communicate corresponding movef rmentir) the other pedal, 'thereby effecting simultaneous andsimilaractuation of the clutches; The shifter rod b for the Vreverse A ea'fset vbuhas connected thereto a lever ff, thefree end of which is connected to a plunger e, the opposite ends of which extend into opposedl hydraulic cylinders e',

e". These cylinders are in turn, connected through iping e to4 ydrauliccylinders e,l e6 on t e chassis o. These cylinders are o erativelyconnected in similar manner to t e reverse gear shifter rode. vWhen the shifter lever b1is actuated to shift the reversegear setblil its movement is -coinmunicated'through4 the hydraulicI devices desoribedito the reverse gear shifter lever c and the reverse gear slet c is thereupon 40 simultaneously thrown into corresponding condition. I Y

The shifter rod b1? has a, dependin arm b 'which moves angularly when the s ifter arm b" is rocked by the shifter lever t". The lower end of the arm b2is connected to a plunger rodV f, disposed' transversely of rthe chassis b,and the opposite ends of this rod extend into opposed hydraulic cylindersf-f2. Th .isc cylinders f.,A f2 are congyected t 'ough vpiping f3 to similar cylv"inders f f5, which are connectedthrough similar .devices'to the. shifter rod c" yand give to it a corresponding angular position to that which the shifter rod b" assumes.

The shifter rod b" has p-ivoted thereto a swinging lever arm Ifwhich is generally similar to the arm b1, and is connected at 4its free-end to s. plunger g which has its opposite ends extending into opposed ,hydraulic cylinders gf, g2. These cylinders are connected' through Lpiping g'"` to similar cyl- .inders g; g on the chassis c which 'are operatively connected through similar 'mechanism to tlie shifter rod c. Longitndinal movement of the shifter rod b" rk and throttle controls.

-on the saine by means of the shifter lever b will be communicated simultaneousl and coi'- ndfin ly to the Shifter c".

4ventioiial control on a 'motor .truck chassis e operations necessary for a con- -f 'have now been described and the intercon- :iion of such devices on two truck chassis give the simultaneous control desired for o ration of the car by a plurality of power p ants laced under the control of an opentor'at either-endet the :ar` In the description, reference characters having 'similar ex'- ponents have been ein loyed on the truck chassis'nc and on the truc chassis b. Where it is desired to, ropelthe car by a single power plant -the e active' hydraulic action may'be cut out of the various lines d, e, f, g, by relieving the rassure therein throu h an overowcock in a common stand-pipe h connected with said lines. Where the pressure is thus relieved, it is evident that movement of the piun rs in the various paths of the clindersfwil cause displacement of the liqui in Vthe stand-pipe without transmitting pvower tothe other plungers in the same line.

ith the in neutral, therefore, one

truck chassis may roll along freely under the results ara'secured by devices which function principles as those set forth herein. I claim as my invention:

1. A rail motor car composed of two motor-truck chassis each having swiveling bogy trucks and separate drive Wheels set 'end to end and each having its own conventional power plant, clutch and change-speed transmission thereon, a car body mounted Vonsaid y chassis in swiveling engagement therewith and disposed between said power plants, 4and double-end controls for said power plants, clutches and mounted on the respective chassis but disposed adjacent to opposite ends `of said oar body and operatively interconnected, whereby simultaneous-and correspondin control of said power plants, clutches, an changecliange-speed transmissions' speed gears may be effected by a singleoperator at either end of the car body.

2. A rail motor car composedof two motor truck chassis mounted on flan ed wheels and each having its own power p ant and transmission, a car body mounted on said chassis, and hydraulic means operatively interconnecting the control elements for said transmissions, whereby simultaneous and correspending secured.

3. A rail motor car composed of two motor truck chassis mounted on flanged wheels and each 'having its own power lant and transmission, a car body mount on said chassis,

cdnditions in said controls may be,

hydraulic means operatively intercnnneeting the control elements for said transmissions, whereby simultaneous and corresponding conditions in said controls may be secured,

5 and means to relieve the hydraulic pressure in the system.

4. In 1x. ruil motor therefor. :i plurality of internal combustion engines connected operatively with said l0 traction wheels, independent. transmissions for said internal combustion engines in car, traction Wheels cluding actuating parts, plungers connected ioperatlmly with said acuating artgfhydxaulic cylinders into which 91 ers extend, and piping betweensaid ers, whereby movement of one of said ac gating parts causes movement of the correeggdng actuating part f ,I

This 'specification signed ,hsl0thday of January` A. D. 1992.

CAHSCIQUS H. E

LA MNTE.' 

